Speed-governor for motors



(No Model.) a Sheets-Sheet 1. B5B. BBNHAM. SPEED GOVERNOR FOR MOTORS.

Patented Apr. 10, 1888.

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3 Sheets-Sheet 2.

(No Model.)

B. B. BBNHAM SPEED GOVERNOR FOR MOTORS.

Patented Apr. 10 1888.

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WNETEED STATES PATENT @rrrcn.

ELIJAH B. BENHAM, OF HOLYOKE, MASSACHUSETTS.

SPEED-GOVERNOR FOR MOTORS.

SPECIFICATION forming part of Letters Patent No. 380,848, dated April 10, 1888.

Application filed August 29, 1887. Serial No. 248.141. (No model) To all whom it 'may concern.-

Be it known that I, ELIJAH B. BENHAM, a citizen of the United States, residing at Holyoke, in the county of Hampden and State of Massachusetts, have invented new and useful Improvements in Speed-Governors for Motors, of which the following is a specification.

This invention relates to governors for regnlating the speed of motors, and pertains to improved devices connected to the valve thereof,together with an improved crank-andpitman connection, whereby said valve is caused to act by the irregular speed of the motor and induce a variable stroke of the pistons thereof; and the invention consists in the pe culiar construct-ion and arrangement of said governing 'devices and crank-and pitman connection, all as hereinafter fully described, and

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pointed outin the claims.

In the drawings forming part of this specification, Figure 1 is a perspective view of the driving-shaft of a multiple-cylindered motor, showing thereon a driving-pulley, speed-governing devices, and pitman-andcrank connections embodying my improvements, said figure showing a valve on said shaft having a 0011- nection with said speed-governing devices, said figure having indicated thereon in dotted lines two pitmen and the outline of the circular chamber of a motor in which the crank-disk Fig. 2 is a perspective view, partly in section, of detail parts of the governor devices and a portion of the shaft, hereinafter fully described. Figs. 3 and 4are sectional views of the central part of the cylinder group of one of said motors, showing in end elevation the crank-disk and shaft and the improved crank-pin connection, said figures showing the latter in two different positions and indicating in dotted lines the end of the valve on the shaft back of said disk, one of the pistons, and the lines of the piston forces relative to the crank-pin under different operative positions of the speed-governing mechanism. Fig. 5 is a diagram illustrating, as

. below described, the relative positions of the cylinder-ports of the motor, its valve, and the crank-connection. Fig. 6 is a side elevation of a portion of the motor-shaft and a longitudinal section of the valve and a transverse section of two disks forming parts of the speedgoverning devices, all as hereinafter fully described.

The object of the construction and application of the withindescribed improved mechanism to motors is to. provide means for causing the rotary motion of the drivingshaft ofa multiple-cylinder motor to be regulated and kept at substantially a uniforrnspeed by providing a crank-pin connection for said shaft which permits of a change automatically of the position of the crank-pin relative to the axis of said shaft, and by so arranging certain devices connected with the valve which governs the supply of water to drive the pistons that by the increasing or diminishing speed of the motor said valve is moved from its normal position relative to the ports of the cylinders, thereby inducing such a change in the direction of the action of the piston force as results in a reduction or an increase of the length of the stroke of said pistons, (the same being permitted by said crank-pin connection,) and thereby the speed of the driving-shaft is reduced or increased.

In the drawings, 3 indicates the driving-shaft of a motor, to which the pistons thereof are connected by suitable pitmen, whereby said shaft is given a rotary motion, said shaft havin g fixed thereon a driving-pulley, 4, and near .said driving-pulley on said shaft is fixed a disk, 5, whereby the latter rotates with said shaft.

The valve 6 herein shown is a cylindricallyformed rotating valve having a position on said shaft 3, but not directly connected with said shaft. The form of said valve is shown in Fig. 1 in perspective view, in Fig. 6 in longitudinal section, in Fig. 5 in end view, and in like views in dotted lines in Figs. .3 and 4, the bearing portion of its end being semicircular. The valve 6 has a sleeve-like extension, a, on the end of which is keyed a disk, 7 opposite to said disk 5 on the shaft 3, the relative positions of said two disks and the valve 6 being shownin Figs. 1 and 6. The semicircular end of said valve, which rotates in practice in contact with the central portion of the machine from which the several cylinders of the latter radiate, alternately covers and uncovers the ports through which water is admitted to and discharged from said cylinders. The

semicircular portion of the end of said valve is indicated by c and has an opening, d, which communicates with a chamber, 6, in the valve, and through the sides of the latter are several openings or escape-ports, j, which communicate with said chamber 6. One side of the end of the valve6 is beveled at b, as shown, so that no part of said end of the valve, except said portion 0 thereof, shall interfere with the direct action of the water against said central portion of the head of the motor. The end of said valve adjoining the crank-disk 8, Fig. 1, rotates in practice in a chamber at the rear of said head, into which water is admitted under pressure, and from which chamber the water flows into such of the cylinder-ports 00 (see Fig. 5) as are uncovered by the said portion 0 of the valve, and the exhaust-water from said cylinders is received by the opening d in said portion 0 of the end of the valve, and from thence fiows in the direction indicated by the arrows in Fig. 6, and escapes through the said openings f in the sides of the valve, said openingsf being in practice in communication with an exhaust-chamber back of and separated from the said chamber from which water flows directly into said ports 00. The said valve 6 differs essentially in its construction from those having a similar form and function which are shown in my patent, No. 341,828, May 11, 1886, andin Benham and Richardsons patent, No. 276,520, April 24, 1883, and the improvement in said valve constitutes no part of this application, but is reserved for protection by a separate application to be filed hereafter. The valves in said patents are embodied in motor constructions, such asis above referred to, and reference may be had thereto, if desired.

Two levers, 9, are pivoted at z to the inner side of the disk 5 and occupy normally positions parallel to each other. The inner end of each of said levers 9 is connected by alink, 10, with the disk 7, which is fixed on the sleeve of the valve 6. Said links 10 are pivotally connected to the levers 9 and to disk 7, and engage with the latter at opposite points thereon, as shown. On the outer end of each of the levers 9 is secured a weight, 12, by a set-screw, as shown, whereby said weights may be adjusted on said levers at different distances from the ends thereof.

Suitable retracting-springs, 13, connect the levers 9 with the disk 5 or other object which revolves fixedly with the shaft 3. Thus it is seen that while the levers 9 maintain a certain relative position-as, for instance, that shown in Fig. 1the position of valve 6 on shaft 3 remains the same; but when the weighted ends of the levers 9 are by centrifugal force, as below described, caused to swing in the directions indicated by the arrows in Fig. 1 opposite the Weights 12, the disk 7 and the valve 6, connected thereto, are caused to be turned more or less on shaft 3, proportionate to the said swinging movement of the levers 9, thereby changing the position of the semicircular open-ended part c of the valve 6 relative to the aforesaid ports 00, through which water passes to and from the cylinders 14 of the motor. One of springs 13, of suitable strength, attached to one of levers 9, may provide sufficient retracting power for both arms, since both must swing equally, and the use of two springs be thus obviated.

The crank-disk 8 is fixed on the end of the shaft 3. A cranlcpin plate, 15, is pivoted by one end to said crankdisk at h, and in its opposite end is fixed the crank-pin 16. A curved slot, 0, is formed through said crank-pin plate, and a check-pin, 17, fixed by one end in the crankdisk, has its projecting end entering said slot. An adjusting-screw, 18, is placed in the crank-pin plate, whose end engages with the side of the pin 17, whereby said plate is so adjusted on its pivot h that the crank-pin 16 is brought to such a position relative to the axis of shaft 3 as the normal length of the pistonstroke may demand.

On Fig. 1 are indicated in dotted lines two of the pitmen H of a motor having one endengaging with the crank-pin 16.

The dotted-line circle 19 in Fig. 1 indicates the border of a circular chamber in the front side of the aforesaid head of the machine at the converging point of the cylinders thereof, in which the crank-disk 8 rotates.

The line 20 in Figs. 3, 4, and 5 indicates the border of the same circular chamber above named.

Diagram Fig. 5indicates the parts to which it refers considerably enlarged as compared with the similar parts in the other figures. The arrows in full and in dotted lines at the ends of the ports a: indicate the direction of the flow of water in the covered and uncovered ports.

The sectional views of the central part of the head or cylinder group of one of said motors are introduced for the purpose of aiding in more clearly illustrating the change in the direction ofthe piston force of the motor which takes place when the normal position of the valve 6 becomes changed, as aforesaid.

In Fig. 3 the semicircular end of the valve is indicated in dotted lines in its normal position, or that which it occupies when the end of the crank-pin plate 15, to which the crankpin 16 is attached, is swung to its greatest extent toward the periphery of the crank-disk 8, said plate being checked in its outward movement by the pin 17, as there shown. The dotted lines 2', J, K, m, n, s, o, and to all indicate the direction of the piston force of each cylinder relative to the crank-pin 16 when the valve occupies said normal position relative to the ports :0 of the cylinders.

In Fig. 4 the position of the crank-pin plate is shown to be changed from that shown in Fig. 3, and the position of the end of the valve, as there indicated by dotted lines, is shown also to be different from that indicated in Fig. 3, the said change of position of the crank-pin plate and crank-pin in Fig. 4 being induced by the said change of position of the valve and a consequent different direction of the piston force of the motor, as indicated by the change of direction of said lines 1', J, K, m, a, s, v, and win said last-named figure as compared with said direction of force in Fig. 3. Said lines each consist of several arrows,

' whereby the direction of the force of the piston of each cylinder is indicated.

The diagram illustration in Fig. 5 shows the end of the valve 6 and the crank-pin plate in the same positions as those parts are shown in Fig. 3, and it indicates the positions of the ports which lead to the cylinders, and such of said ports as are not covered by said valve receive and convey water to the outer end ofthe cylinders, which there acts on a piston, 3 (see Fig. 4, piston in dotted lines,) moving the latter in a direction toward shaft 3.

By reference to Figs. 3 and 5 it is seen that the ports of the cylinders to which the lines o, s, and a lead are fully open for the reception of water, and that the port of the cylinder to which the line at leads is partially open. In Fig. 3 the arrows of the lines 8, o, n, and in indicate that the movements of the pistons and the piston force on those lines are in a direction toward the crank-pin l6, and the arrows of the lines K, J, i, and w in dicate that the piston movements are in the opposite direction from that indicated by the lines a, s, 72,, and m, and thereby the crank-disk and the shaft 3are caused to rotate in the direction indicated by the arrow on said disk in Fig. 1, since the water is free to escape from the cylinders indicated by the lines K, J, i, and w, and the pistons thereof are free to move in the directionsindicated by saidlines. When, however, the valve is moved from its normal position to that shown in Fig. 4., it causes the port leading to the cylinder from which line at leads to be fully open, and the full force of the water acting upon the piston of said cylinder in nearly a direct line causes the crankpin plate to suddenly swing and bring the crank-pin nearer the axis of the driving-shaft, and at the same time compelling all of the pistons of the motor to take a position in their cylinders corresponding to the shortened stroke occasioned by said change of position of the crank-pin, and so long as the force,hereinafter described, which moved the valve from its normal position remains constant said crankpin will be maintained in its changed position.

The operation of the within-described improved speed-governing mechanism, which is illustrated in Figs. 1 and 2, is further described as follows: The machinery to be driven by the motor is connected with the latter by a belt running on the pulley 4:. The motor being started, the weighted levers 9 (by the requisite prior adjustment of the weights l2 and springs 13) maintain under the required speed of the driving-shaft 3 such a position tangential to said shaft as holds the said semicircular end of the valve 6 in proper relation to certain ports at of the motor, whereby a full stroke of the pistons is secured while said required speed is maintained,and the crank-pin is maintained in its normal position, as aforesaid; but should the speed of the motor from any cause increase the free ends of said levers 9 by centrifugal force swingoutwardly to a greater degree, and, acting on the disk 7 and the valve 6, connected to the latter, the valve is given such a rotary motion on shaft 3 as changes its relation to said ports and induces a change in the position of the crank-pin, as above described, whereby the stroke of the pistons is shortened and the shaft resumes its normal speed, and thus the said valve is operated by the movements of said'levers under increasing and diminishing centrifugal force to keep its relation to the ports of the motor such that the stroke of the pistons is so regulated that substantially a uniform speed of the vdrivingshaft is maintained.

WVhat I claim as my invention is l. A driving shaft of a motor having a crank-disk, substantially as described, fixed thereon, a crank-pin having a pivotal connection on the face of said crank-disk, where by said pin may assume different positions relative to the axis of said driving-shaft, a valve, substantially as described, capable of reciprocating rotary motion on said shaft, having a disk, 7, fixed on one end thereof, and

'a disk, 5, fixed on said shaft opposite the disk 7, combined with two weight-bearing levers pivoted to the face of disk 5 and having a link-connection, substantially as described, with the opposite disk, 7, and retractingsprings connected to said levers, substantially as set forth.

2. Means for regulating the speed of motors by varying the stroke of the pistons thereof, consisting of a driving-shaft having a disk, 5, fixed thereon and a crank-disk fixed on its end, two weighted levers pivoted near one end thereof on the face of said disk 5, extending tangential to the periphery of said disk, two retracting-springs connected to said levers, and a valve, substantially as described, capable of a reciprocating rotary movement on said shaft, having a disk, 7, fixed on one end thereof opposite said disk 5, combined with two links having a pivotal connection with the ends of said levers and with the disk 5, a crank-pin plate having a curved slot therein and having the crank-pin fixed thereto pivoted to said crank-disk, and a pin fixed in said last-named disk and entering said slot, substantially as set forth.

3. The driving'shaft 3, having a crank-disk, substantially as described, fixed thereon, a crank-pin having a pivotal connection on the face of said crank-disk, whereby said pin is free to assume positions more or less removed from the axis of said shaft, a valve, substantially as described, capable of reciprocating rotary motion on said shaft, having a disk, 7,

fixed on one end thereof, and a disk, 5, fixed on said shaft opposite the disk 7, combined with two levers pivoted between said disks to the face of disk 5 and having a link-connection,

ITO

substantially as described, with disk 7, a ing the projecting fixed pin 17, of the crankweight, 12, adjustably attached to each of said pin plate 15, having a slotin which said fixed levers, and a retracting-spring, substantially pin engages and an adjusting-screw, 18, inits as described, connected With one or both of border capable of engagingwith said pin, sub- 5 said levers, substantially as set forth. stantially as set forth.

4. In an engine, substantially as described in which the direction of the action of the pis ELI'J AH BENHAM' ton force upon the crank-pin is controlled by \Vitnesses:

' the timing of the admission of the motor-fluid, H. A. CHAPIN,

lo the combination, with the cranlcdisk 8, hav- G. M. CHAMBERLAIN. 

